Gas-engine.



2 SHEETS-SHEET 1.

PATENTED SEPT. 27, 1904.

3. W. SWAN.

GAS ENGINE.

PPLIUATION FILED 061211, 1902.

No MODEL.

PATENTED SEPT. 27, 1904.

' J. W. SWAN.

GAS ENGINE.

APPLITION FILED 00T.11, 1902.

2 SHEETS-SHEET 2.

N0 MODEL.

E l C V /////////////////\\N\\\\ Inventor:

Witnesses Patented September 27', 1904.

UNITED STATES PATENT OFFICE.

JOHN WV. SWAN, OF LIMA, OHIO, ASSIGNOR TO JOHN W. SVAN COMPANY, OF LIMA, OHIO, A CORPORATION OF OHIO.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 771,028, dated September 27, 1904. Application filed October ll, 1902. Serial No. 126,833. (No model.)

To rif/ZZ whom t may concern:

Beit known that I, JOHN W. SWAN, acitizen of the United States, residing at Lima, in the county of Allen and State of Ohio, have invented a certain new and useful Improvement in Gas-Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

This invention relates particularly to the exhaust-passages and connections of a gas-engine, the object being to provide for the rapid clearing of burned gases from the cylinder, the equalization of pressure on the piston, the maintaining of the piston cool, and the mufiing of the sound from the exhaust.

The invention may be lconveniently summarized as consisting of the combinations of parts to the above ends, as hereinafter more fully explained, and definitely set out in the claim. Y

Referring to the drawings, Figure 1 is a longitudinal vertical section through the center of the cylinder. Fig. 2 is a top plan view showing the cylinder broken away to expose the connecting-port between the front of the cylinder and the exhaust and also to show the rods and the inside of the cylinder. Fig. 3 is a cross-section through the explosion-chamber, and Fig. 4 a cross-section through the stufling-box, each looking toward the middle of the cylinder.

Referring to the parts by letters, A represents a head-plate integral with the bed a and having a suitable opening for the stuiiing-box for the piston. A cast pocket a is formed on the under side of the bed a at a point which will be convenient for communication with the crank end ofthe cylinder through the port a3 in the head-plate. The stufling-box has a member G integral with a disk g, which is secured to the plate A and serves as a means for supporting the stuffing-box in the opening in the head-plate.

The cylinder B has integral with the crank end a flange b, cut away at to allow the passage of the bolts which secure the cylinder and parts to the bed. An oil-vent b2 is also cast integral with the cylinder near the crank end. Within the cylinder is a piston T, havingits rod S extending through the stuilingbox. ,Around the cylinder is a water-jacket C, adapted at one end to fit the flange 5,' while the other end is provided with an inwardlyprojecting flange c for spacing the water-j acket from the cylinder and also insuring' its proper position around the same. This flange has openings permitting the bolts to pass and the water to circulate around the cylinder and also around the head. The cylinder and jacket are provided with a continuing drum D, having an explosion-chamber therein, with a waterf space and suitable ports d for the admission and Z2 for the exhaust of a charge, and a recess Z3 for receiving a head-plate E, which is provided with suitable space-pieces e e. The drum extends back beyond the face of said head-plate, so as to distance the water-jacket plate F from the face of the head-plate and permit a circulation of water behind the same, the space-pieces e serving as a means for tightening the head-plate down upon its seat.

The head-plate E and the water-jacket plate F are provided with bolt-holes to correspond with the cut-away portions in the iianges of the water-jacket and cylinder, so that long bolts H may pass through the entire length of the cylinder and head and hold all the parts in their respective positions, as is shown in Fig. 2.

In assembling the parts the cylinder B is first held in place by two bolts J, Fig. 4, passing through the plate A into holes b3 in the iiange of the cylinder. The jacket C is then slipped over the end of the cylinder B and the long bolts H are put into place. Then the explosion-drum D is put on, the long bolts H projecting therethrough, and finally the two heads E and F are placed and the nuts /L turned onto the ends of the bolts H. The throughbolts H are designed to take the stress of the explosion, and the bolts J need only be strong enough to hold the weight of the parts during assemblage or removal.

vWhen it is desired to remove the incrustation from the water-jacket, the nuts It on the outer ends of the bolts H are removed, and then the heads F and E, the explosion-drum D, and the jacket B may be removed. This allows the thorough removal of incrustation without interfering with or removing the cylinder proper.

The exhaust-port Z2 leads into the box L, which carries the exhaust-valve Z. From this box the port leads via the passage CZ* in the wall of the explosion-drum to a tubular box N, which is bolted to the cylinder and communicates through the opening v2 with the pocket d, formed by the bed at the crank end of the cylinder, which pocket is in open communication through the port a with the crank end of the cylinder. The exhaust-pipe N leads from and communicates with the tubular box N, this pipe being shown in Figs. l and 2 as leading downward from 4the tubular box. A cap-plate a covers a cleaning-hole opposite the pipe N.

By the above-described construction the exhaust-port is not only in communication with the exhaust-pipe, but with the crank end of the cylinder. The result of this is that when the exhaust-valve opens on the expulsion-stroke and the piston is receding the gases pass out through the port (Z2 and into the exhaust-pipei l with considerable velocity. At the same time a partial vacuum is created by the receding piston at the crank end which materially assists in clearing out the burned gases, the momentum of the gases in pipe N preventing the suction of this vacuum from drawing the gases back from such pipe and allowing the suction to exert its force on the gases coming from the explosion-chamber. This operation insures the complete clearing out of the burned gases. It also operates to mufl'le the sound of the exhaust. During the compression-stroke cool air is sucked in by the receding piston through the pipe N', which thus acts not only to cool the piston, but relieves it from the work of creating a material vacuum on its receding side.

I claim- In a gas-engine, the combination of a bed, a cylinder secured thereto, a pocket in connection with said bed having a port communieating with the crank end of the cylinder, an exhaust-passage at the head end of the cylinder, a valve therefor, a tubular member outside of the cylinder communicating at one end with said exhaust-passage and at the other with said pocket, and an exhaust-pipe leading from said tubular member, substantially as described.

In testimony whereof I hereunto affix my signature in the presence of two witnesses.

JOHN WV. SVAN. Witnesses:

E. CHRISTEN, M. A. BoYNToN. 

